This Is The 2014 Chevrolet Cruze Clean Turbo Diesel: Chicago 2013

The last time Chevrolet offered a diesel-powered passenger car in the U.S. market was in 1986, with the ’86 Chevette. Now, almost 30 years later, the Bow Tie brand is giving diesel another chance in the American market in the form of the 2014 Chevrolet Cruze Clean Turbo Diesel.

Though it bears a long name officially, the little Chevy oil-burner will be badged as “Cruze 2.0TD” (for Turbo Diesel, obviously). And it might be identical to the current Cruze visually, but there is, of course, one major difference.

The heart and soul of the Cruze TD is a variant of the iron-block 2.0L diesel engine currently found overseas in the Opel Astra, Insignia and Zafira. In the American-spec Cruze TD, the mill will produce an estimated 148 horsepower at 4,000 RPM and a robust 258 pounds-feet of torque; an overboost function kicks the twisting force up to 280 pounds-feet for 10 seconds. To compare, the Volkswagen Jetta TDI delivers a lesser 140 horsepower and 236 pounds-feet. Meanwhile, the Cruze diesel with the standard six-speed automatic transmission is expected to match the Jetta TDI’s highway fuel economy numbers, with an estimated 42 mpg highway, before undergoing official EPA testing.

Considering the torque figures, the Cruze TD seems a mere brake and suspension upgrade away from being the niche performance Cruze that enthusiasts have been clamoring for. Alas, such a vehicle remains evasive. Secondly, enthusiasts may not enjoy the news that the only gearbox offerred in the Cruze TD is a six-speed automatic transmission, at least at the time of its launch in the May-June timeframe of this year.

Yes, the Cruze Diesel will hit the market in America in as little as 90 days. This is easily one of the shortest turnaround times yet for Chevy to reveal a product and then set it loose on the market. When it does hit the streets, the Cruze TD will be the only domestically-made diesel compact sedan sold in the United States. And if demand remains high, it could also result in other diesel models from Chevy making their way to America down the road.

The major difference between the Cruze 2.0TD and its rival from VW is the application of a Diesel Exhaust Fluid (DEF) system. It’s an extra setup with which owners of Duramax-powered Chevrolet and GMC Heavy Duty trucks should be familiar, requiring a refill roughly every 10,000 miles, depending on driving habits. Owners would refill the Cruze TD in the same way they would refill the fuel tank. The urea-injection system drastically cuts the amount of emissions exuded by diesel vehicles, making the Cruze TD’s 2.0L engine the cleanest diesel engine GM has ever produced. However, the placement of the 17-liter (4.46-gallon) DEF tank eats up two cubic feet of trunk space compared to the standard Cruze; the Cruze’s fuel tank remains unchanged, at 16.6 gallons. So with the predicted 42 mpg on the highway, total range for the Cruze 2.0TD would theoretically be 697 miles — roughly the same as the 700-mile range whispered to us by sources some time ago.

The 2014 Cruze Clean Turbo Diesel is officially priced at $25,695 — roughly $1,500 more than the base price of the Volkswagen Jetta TDI — its most direct competitor, when it begins its launch in 13 select U.S. markets including Atlanta, Baltimore, Seattle, and St. Louis. Chevrolet claims the diesel Cruze will be significantly more contented than the base German rival, with officials telling us that the Cruze Diesel would be equivalent to the 2LT trim level currently found in the gasoline-powered Cruze, meaning that amenities such as leather heated seats, 6-way power adjustment for the driver’s seat, a remote vehicle starter system, USB port, Chevy MyLink, and 17-inch aluminum wheels would be standard. A base TDI is fairly stripped by comparison, and VW shoppers may find a better deal in the Cruze TD. As icing on the cake, Chevy is throwing in 2 years of scheduled maintenance coverage, which included DEF fill-ups at the dealership. VW, however, has been including three years of free maintenance with all of its models, including the TDI.

Stay tuned for more on the 2014 Chevrolet Cruze 2.0TD throughout the week. For now, feel free to sound off your thoughts on the vehicle in the comments below.

Can the ECO even come with leather interior and the goodies the diesel comes with standard? I dont think so

Plus it is has more performance, think of it as being an upgraded gas engine of the base… only this upgrade gets better MPG and a helluva lot of torque.. I dont think you guys bitching about price really understand what that torque will be like compared to the gas engine

While torque is nice (I have owned several diesels), is it *really* worth over $4K more? (yes, yes, I know “It haz leather and goodiez”)
If you think it is worth the premium price, I say more power to you. Shit. I did NOT mean that as a bad pun.

It is just very ironic that this car is touted as economical, while getting the same fuel economy of the m/t gasoline Eco – and – has higher maintenance and fuel costs. I am an admitted torque junkie and when replacing my worn-in 7.3L PSD two years ago, I looked at both gasoline and diesel options – and it would’ve taken 200K miles to break even. I just have a small truck camper and trailer I need to haul around, so the loss of torque *and* decrease in fuel economy more than made up for the $100 oil changes, DEF and premium price.

I think I’m just very disappointed in GM announcing early on that it would be 50 mpg and then they tout 42 MPG is the best thing since sliced bread.

I was eagerly awaiting specs for the Cruze diesel but ran out of time and had to buy. Now I don’t regret choosing the Mazda 3. With a new engine I’m getting well over 40 on the highway without the need for urea and the diesel premium. Though diesel torque would be nice, acceleration is sufficient for our crowded metro on-ramps. I did drive the Impreza and found it also to have sufficient power at sea-level (a surprise with the AWD and 36 MPG-hwy), but could not get past the whine of its CVT.

Here’s an interesting tidbit. I have 4 friends/neighbors that recently bought C-class cars. All of these, in addition to mine, are white, and all of them are hatchbacks: 1 Focus, 2 Imprezas, 1 Elantra GT, and 1 Mazda 3. I guess white no longer speaks “rental car.” It’s certainly visible, the reason I chose it, given all the distracted drivers out there.

I have a 2012 Cruze Eco, and am glad I chose it over the 3. It’s much quieter and more refined on the freeway. The 3 was more fun but the Cruze has a better interior. I’m getting a solid 40-45 MPG on my mostly highway commute.

The 2.0TD is interesting, it would be nice to have some of the content on my Eco (heated mirrors and auto-dimming mirror come to mind), but given the choice, I would probably still go with my Eco manual.

For what’s important to me the Cruze doesn’t cut it (I went with the Grand Touring and tech package), and you are pressing a clutch, which I grew weary of in heavy commuter traffic. The adjusting headlights in turns is a big help. My night vision is now light-years ahead of what I had before, and the rain-sensing wipers are also a big convenience that I wasn’t expecting.

It is worth noting that none of the other white hatch buyers knew each other, so it wasn’t like one influenced the other. And I went in thinking I wanted red or blue. Interesting data eh?

Now all the biodiesel producers and users have an American vehicle to choose from. Some of them can produce biodiesel from used cooking oils for less than $1.00 a gallon. Soon we will smell fired chicken and potatoes on the roads!

Why no stick shift. Apart from the need to certify a second drive train, it requires a Dual Mass Clutch arrangement which tend to have a short working lifespan.
Then they fail almost without warning leaving the owner with a giant bill to replace the unit and the flywheel.http://www.honestjohn.co.uk/forum/post/index.htm?t=85311

Actually, there are DEF quality checks that the control system does and, just like the trucks – it will limit top speed (progressively lower and lower) until you fill the reservoir with quality DEF. Still, it would be a funny sight!

It sounds like they added some content you can’t get on an Eco. I’m wondering if they added some of the other Eco features i.e. grille shutters, smaller weld flanges, low rolling resistance tires, or any of the dozens of tweaks that gave the Eco it’s unprecedented economy. If not it would explain why they fell short of the rumored 50mpg and why it’s not called an Eco-D as everyone was certain it would be called.

I was looking to turn my 2003 Jetta TDI in for a Eco D Cruze, but with no cloth option forget it. There goes GM again killing a product because they force other options down your throat. Just like the Hybrid Tahoe.

There is nothing wrong with leather; if you like it buy it and pay for it. But don’t make me buy and pay for options I dont want to get one I do, especially when it’s something totally unrelated. Like leather seats and an engine option.

I’m a certified diesel fan and I’ve been waiting for this unveil nearly as much as I have been waiting on the C7. I am a bit disappointed though. The urea injection system is going to scare a lot of buyers away. It’s not merely the cost of urea, but also the inconvenience that comes with it. Drivers of electric cars get range anxiety…drivers of Cruze TDI may get urea anxiety….

I have the Australian CDX Diesel Cruze and if you are buying a diesel for fuel economy only you are missing the point, it is 2 liters with turbo and weighs nearly 3,400lbs and out performs any standard Cruze while still using a similar amount of fuel. It is one of the quietest most comfortable cars I have been in. Also have had no maintenance issues in the 6 months since I bought it.

I would have thought most people that want diesel are looking for a long commute vehicle. Therefore they don’t want all the leather and automatic tranny. Looking to keep the cost low to offset the added cost of diesel. Just thinking out loud.

Those numbers are misinformed for the US market. GM’s official estimations pin the car at 42 mpg highway under the American EPA cycle. TN also lists the horsepower and torque ratings at 163 hp and 266 lb-ft, which are also wrong for the U.S. Cruze Diesel.

I’m all for a diesel Cruze. But I won’t touch the automatic with a ten foot pole. If I go after a diesel car, VW gets my business due to the lack of a manual in the Chevy. The VW is also available as a wagon (unlike the Cruze), also available with a manual. I will never buy another automatic as long as I live. Automatics are “the lazy man’s car” as I was always told by my father and grandfather. I don’t care about fuel economy or fast shifts, I want a damned stick!

Its important to realize that this is the 1st roll out of the Cruze diesel. Manual shift will follow. This new to GM. Give them some time, and patience.
Can’t blame the General for being skittish, after rolling out a diesel they made from a gasoline engine. Not only is the public wary, the company is too.
Hard to forget a disaster.
Patience.

Just a thought.. but 260ft-lbs of torque seems like overkill 42mpg is great, but nothing revolutionary. Why not go with a smaller, 1.4l or 1.6l diesel? 200ft would still scoot this car well and you’d be able to push that mpg number even higher. Maybe the 2.0l is going to get used somewhere, beyond the Cruze? Isn’t the Malibu supposedly getting new a powertrain next year? 260ft-lbs in a mid-size sedan makes more sense — and the Malibu could certainly use SOMETHING to differentiate itself from every other mid-size offering.

Well high torque is the nature of diesel engines. Detuned torque from the same engine doesnt mean you can just therefor increase MPG.
HP is factor of torque; HP = Torque * RPM / 5,252
Biggest contributors to torque are compression and stroke length/distance

the horse power unit of measure is arbitrary and dependent of torque and rpm

to just reduce torque and hope for better MPG doesn’t work, this is why there are engineers. a CAI for instance, increases torque and power the engine produces, but also increases MPG.